Governor for automatic control apparatus for railroads



Dec. 9 1924. 1,518,249

A. J. BROOKINS GOVERNOR FOR AUToMATl'c CONTROL APPARATUS FoR RAILROADS Filed Sept. l, 1922' ATTORNEY Patented Dec. 9, 1924.

vUNITED STATES PATENT OFFlCE.

ANDREW J. BROOKINS, OF CHICAGO, ILLINOIS.

Application filed September 1, 1922.

2' 10 allie/710m it may concern.'

Be it known that I, ANDREW J. BuoorilNs, of Chicago, in the county of Cook and State of Illinois, and a citizen of the United States,

5 have invented certain new and useful limprovenien'ts in Governors for Automatic Control Apparatus for Railroads, of which the following, when taken in connection with the drawing accompanying and forming a part hereof, is a specification.

rlhis invention relates to ensure a predetermined pressure of air in the train pipe of an air brake system, and to apparatus to automatically control the speed of a train, and has particular` application to that class of devices the objects whereof are to control the movements of trains, and, where necessary, or advisable, to automatically bring the train to a stop, without human co-operation. 'lhe invention assumes that when a given speed of a train is to be permitted a given pre-determined pressure must be maintained in the train pipe of the air brake system.

Among the objects of the invention is4 to obtain an apparatus which, when the train is travelling at a determined rate of speed, will automatically give warning which must be observed, when a pre-determined trainy line pressure of the air brake system is diminished; to obtain an automatically operating apparatus by means of which excessive speed of a locomotive and train, (or motor), equipped therewith, is prevented; to obtain an apparatus to control low speed movements; and to obtainan apparatus of the kind named which is simple in construction, comprising few parts, effective in operation, and which will automatically give warning when any essential operative part thereof is broken or out of order.

In the drawing referred to the single figure is a vertical section of the apparatus embodying the invention, showing all movable and immovable parts, the movable parts being illustrated in normal position in full lines, and in abnormal position being indicated by broken lines, and showing an application of the apparatus on a truck wheel.

A reference character applied to designate a given part indicates said part throughout the several figures of the drawing wherever the same appears.

Referring to the drawing, A represents a Serial No. 585,613.

shaft, and A1 a base which is rigidly secured to said shaft to turn therewith. Base AlL is secured to the driving member, (wheel X), by bolts in apertures al, al, which extend also into the driving member. A2 represents a housing which is mounted on base A1, by bolts in apertures a, a, of the housing and of the base A1, to turn therewith. A3 represents a raised table on base A1, and is provided with a slot or transverse groove a3. B, B, represent levers which are pivotally mounted on base A1, by pins ZJ, b, and B1, B1, represent weights on the free ends of levers B, B. B3 represents a collar which is connected to levers B, B, respectively, by connections B2, B2, which are respectively attached to said 'levers by pins b1, b1, and to the collar by pins 62, b2. C, C, represent balls which are separated and retained by retainer C1. C2 represents a collar associated with said balls. D represents a movably mounted shaft, of hollow construction, which acts as a bearing for shaft A, and D1 repre? `sents a retaining collar which is co-actuable with balls C, C. Retainer C1, collar C2 and collar Dlform a roller bearing in combination with the balls C, C, between the rotating shaft A and the non-rotating hollow shaft D, said collar DlL being rigidly secured to said shaft. D2 represents a retaining member which is rigidly secured on the end of shaft D, and D3 a collar at one'end of said retaining member. Df represents a cup which forms an air retainer, and which is secured inposition by the collar D3 being forced against it'by retaining member D2. D5 represents a collar which fits between the cup D4 and the shoulder DG on shaft D, and serves, in combination with collar D3 to hold said cup rigidly in position on the shaft D. D7 represents an expansion ring to force the cylindrical wall of cup D11 against the inner cylindrical wall of the bushing (El), in which it is mounted. E represents a cylindrical housing which is bored out to accommodate the bushing El. The walls of bushing El form chambers which are positioned respectively, above and below the cup D4, and are designated by the characters E2, E3. E4, E5, E, and E7, respectively represent passageways through the housing E, having ports communicating with chambers E2, E3. E8 represents a by pass from passageway E4L to chamber E2. E9 represents a stuffing box to retain air in chamber E2, and E10 a stul'ling box to retain air in chamber E11 represents ahead on the end of housing E secured thereto by bolts in apertures e, e. Gr represents a cap or cover which is secured to housing E, and G1, G1, represent guides secured to cap or cover G, and extending in grooves G2, G2, in member D2, to preclude the possibility of shaft D and its associated parts from revolving With shaft A. G4 represents a collar which is secured to housing E by bolts in apertures e4, et, to hold the non-rotatable housing E in proper relative longitudinal position with the rotatable housing A2.

The apparatus illustrated is represented as mounted on one of the wheels X, in side elevation. T represents a device for automatically controlling air passages on a truck or motor car in response to signal conditions existing on the track in advance of said truck or motor car. S indicates the train line of an ar brake system. The train control device T is indicated as being in con nection with the train line S by conduit T1, and' is connected to passage way E5 of the apparatus embodyingthis invention by the conduit T2, and to passage way E7 by conduit T1. S1 indicates a conduit connecting train line S with passage way E4. E6 is the exhaust passage way of the apparatus, and can be connected to other mechanisms for the automatic application of brakes, or it may disr charge to the atmosphere, as illustrated.

The chamber E2 is in communication with the train line S through passage way E4 and its port when the cup D1 is belo-w, (as illustrated), the said port, and at all times by the by pass ES. The train control device T controls communication between the train line vand passage ways E5, E1. Should a condition exist that would cause the train control device to function to admit air from the train pipe into passage way E1, said air will flow into chamber E2, and said air will have a tendency to equalize the pressure on both sides of cup D?, (in chambers and E3).

The operation of the apparatus is as follows; air being admitted into chamber E2, through the port of passage way E4, and conduit S1 from the train pipe S, the pressure of said air on the cup D4, tends to hold said cup and associated parts in normal by centrifugal force into substantially the position illustrated by full lines, and the cup D1 will be moved into substantially the posi tion illustrated by full lines, and the port of passage way E1 will discharge into chamber E2, and flow from said chamber through the exhaust passage way E, to apply the brakes. To permit the train or motor to proceed the speed of the train must be diminished until the centrifugal force of the weights B1, B1, is insufficient to overcome the pressure of the air in chamber E2, admitted through by pass ES, and thereby permitting the cup D* and its associated parts to move to normal position again admitting air from conduit S1 and the port of passage way E1, into chamber E2.

Should the train control device indicated by T function, to admit air from the train pipe S through conduit T2 and the port of passage way E7, the pressure of the air in chambers E2 and E3 will be equalizcd, or nearly so, and the weights B1, B1, will assume the position indicated by full lines, and the cup Dh1 and associated parts will be moved todirect air from the port of passage way EA1 into chamber E3, and the brakes will be applied as before recited.

Should the train control device indicated by T function to admit air from the train pipe S through conduit T3 and the port of passage way E5, (cup Di being positioned by the centrifugal force of levers B and weights B1 so that said port and the portof outlet passage way EG are in chamber E3) said air liows through said chamber and brakes are applied until the speed of the motor or truck is diminished so that the pressure of air in chamber E2 moves said cup and associated parts to position so that the air from the said port of passage way E5 is discharged into chamber E2, when the brakes will be released. So long as said diminished speed of the motor or truck is maintained the brakes are' not applied and the motor or truck may proceed at said diminished speed.

In case of breaking or failure to funetion of any of the associated parts of the centrifugal generating mechanism, the pressure of air in chamber E2 will force the cup D2 into position in which the inlet port of passage way E* and the port of passage way E are both in chamber E2, and the exhaust of air resulting` will apply the brakes, thus giving notice of said failure to function.

ln order to maintain the cup D4 in position to have the port of passageway E4 in chamber E2, and the port of outlet EG in chamber E, the pressure of air in the train pipe and in chamber E2 must be as pre-determined relative to the speed of rotation of levers B, B, and weights B1, B1, so that said pressure and the centrifugal force generated shall substantially equalize. to hold the cup D1 in its pre-determined position with said ports on opposite sides thereof. Hence, if the pressure in the train pipe'and in chamber E2 diminishes notice thereof is automatically given, and before the train can proceed without the application of the brakes, said pressure must be increased by the person in charge.

Relative to the movement of the air retainer D, air under train pipe pressure in chamber E2 tends to yieldingly force said air retainer in what I term an advancing direction; and the centrifugal force generated by the revolution of shaft A, levers B, B, and weights B1, B1, tends to move said air retainer in what I term a retracting direction.

Air under train pipe pressure in the chamber E2 forms what I term a power control element, as also, when admitted to chamber E3 through the port of passage way E7, but acting on the air retainer D4, in the opposite direction from the air in chamber E2.

I claim:

l. A rotatably mounted shaft, a non-rotatable hollow shaft longitudinally movable on said rotatable shaft, means connecting said shafts so that centrifugal force generated by said connecting means tends to move said hollow shaft in a determined direction, in combination with a cylinder, a cup on said hollow shaft arranged to form an air retainer, and to divide said cylinder into chambers, ports in said cylinder and passage ways to said ports, said ports controlled by said air retainerl to determine the chamber with which said ports are in communication.

2. A rotatably mounted shaft, a nonrotatable hollow shaft longitudinally movable on said rotatable shaft, means connecting said shafts so that centrifugal force generated by said connecting means tends to move said hollow shaft in a determined direction, in combination with a cylinder, a cup on said hollow shaft arranged to form an air retainer, and to divide said cylinder into chambers, ports in said cylinder, an eX- haust passage way to one of said ports and inlet passage ways to'the remainder of said ports, said ports controlled by said air re-' tainer to determine the chamber with which said ports are in communication.

3. A brake pipe, a cylinder provided with a plurality of chambers, a movable wall between said chambers, a connection between one of said chambers and said brake pipe in combination with rotatably mounted means to move said wall in a determined direction,

means to selectively connect said train pipe to the remaining one ofsaid chambers, the selective connection of said brake pipe to said remaining chamber adapted to admit air under pressure to yieldingly force said movable wall in said determined direction.

4. A cylinder provided with a plurality of ports in spaced relation, a movably mounted air retaining member in said cylinder arranged to selectively control communication between said ports, means comprising air under train pipe pressure adapted to yieldingly force said movably mounted member in a determined direction, in combination with rotatably mounted means adapted to move said movably mounted member in a counter direction.

5. A cylinder provided with a plurality of ports in spaced relation, a movably mounted member in said cylinder arranged to selectively control communication between said ports, means comprising air under train pipe pressure adapted to yieldingly force said movably mounted member in a determined direction, in combination with rotatably mounted means to move said movable member in a counter direction, said rotatably mounted means arranged to co-act with said means to yieldingly force, to suspend said movably mounted member in a predetermined position.

6. A brake pipe containing air under pressure, a cylinder provided with an inlet port and an outlet port, a connection between said inlet port and said brake pipe, a movably mounted air retaining member in said cylinder, said pressure of said air adapted to yieldingly force said movably mounted member in a determined direction, in combination with means to generate centrifugal force, and a connection between said last named means and said movably mounted member.

7. A power control element, a cylinder provided with a plurality of ports in spaced relation, a movably mounted member in said cylinder, said member arranged to selectively control communication between said ports, and an additional port, in combination with rotatably mounted means to move said movably mounted member in a retracted direction, said rotatably mounted means arranged to co-act with said element to suspend said movably mounted member in a predetermined position, and arranged so that air under pressure from said additional port co-acts with said rotatably mounted means.

8. A power control element, a cylinder provided with a plurality of ports in spaced relation, a movable member in said cylinder, said member arranged to selectively control communication between said ports, said element adapted to yieldingly force said movable member in an advanced direction, in combination with rotatably mounted means to move said movable member in a retracted direction, said element, when directed in a determined port adapted to yieldingly force said member in said retracted direction.

9. In a governor, a rotatably mounted member, a longitudinally movable member, a connecting means between said members, said rotatably mounted member adapted to generate centrifugal force to move said longitudinally movable member in a retracted direction, in combination with a cylinder, a plurality of ports to said cylinder, means to transmit air under pressure to said cylinder, said means comprising the braking system of a train, and said air in said cylinder adapted to move said longitudinally movable member in an advanced direction.

10. A power control element, a cylinder provided with an inlet port and an outlet port, a movablyy mounted member in said cylinder arranged to control communication between said ports, and said element adapted to yieldingly force said movably mounted member in an advanced direction, in combination with a rotatably mounted member adapted to move said movably mounted member in a retracted direction, and arranged to co-act with said element to suspend said movably mounted member in a predetermined position.

V11. A brake pipe containing air under pressure, a cylinder provided with an inlet port and an outlet port, a connection between said inlet port and said brake pipe, a movably mounted air retaining' member in said cylinder, said pressure adapted to yieldingly force said movably mounted member in a determined direction, in combination with means arranged to co-act with said pressure to suspend said movably mounted member in a predetermined position.

12. A brake pipe containing air under pressure, a. cylinder provided with an inlet port and with an outlet port, a connection between said inlet port and said brake pipe, a. movably mounted air retaining member in said cylinder adapted to control communication between said ports. said pressure adapted to yieldingly force said movably mounted member in a determined direction, in combination with means to suspend said movably mounted member in a predetermined position.

13. A brake pipe containing air under pressure, a cylinder provided with a plurality of ports in spaced relation, a movably mounted wall in said cylinder arranged to form chambers, said-wall arranged to selectively control communication between said ports, said pressure in one of said chambers from one of said ports adapted to yieldingly force said wall in an advanced direction, in combination with rotatably mounted means to eo-act with said pressure to suspend said wall, said means arranged to move said wall in a retracted direction, and said pressure in one of said chambers from a determined port adapted to yieldingly force said member in said retracted direction.

14. A brake pipe containing air under pressure, a cylinder provided with an advanced inlet, an intermediate inlet, a low inlet, and an outlet, a connection between said brake pipe and said advanced inlet, in combination with a movably mounted member adapted to be yieldingly forced in an advanced direction by pressure in said cylinder from said advanced inlet, rotatably mounted means to move said movable member in a retracted direction, said movable mounted member adapted to selectively control communication between inlets and said outlet, on a determined movement in said retracted direction.

15. A cylinder provided with a main port, an intermediate port, a low speed port and an exhaust port, a brake pipe containing air under pressure connecting with said main port, in combination with a movably mounted member in said cylinder, said pressure through said main port adapted to yieldingly force said movably mounted member in an advanced direction, means to move said movably mounted member in a retracted direction., said movably mounted member arranged to selectively establish comn'iunication between said inlet ports and said exhaust ports on a determined movement thereof in a retracted direction.

1G. A cylinder provided with a chamber and an additional chamber, an outlet to said cylinder, a movably mounted member adapted to control communication between said chambers and said outlet, in combination with a brake pipe containing air under pressure, a means to connect said first chamber with said brake pipe, said pressure in said first chamber adapted to yieldingly force said movable member in an advanced direction, and said pressure in said additional chamber adapted to yielding'ly force said movable member in a retracted direction, said movable member arranged to establish communication between said additional chamber and said outlet on a determined movement thereof in said retracted direction.

17. A brake pipe under pressure, a cylinder provided with an inlet port, an additional inlet port and an outlet port, a connection between said inlet port and said brake pipe, in combination with a movably mounted member adapted to control communication between said ports, means to move said movably mounted member in a retracted direction, said pressure in said cylinder from said additional port adapted to yieldingly force said movably mounted member in said retracted direction and said movably mounted member arranged to establish communication between said additional port and said outlet port on a determined movement in said retracted direction.

18. A brake pipe containing air under pressure, a cylinder provided with an inlet; port and an outlet port, a connection hetween said inlet port and said b `ake pipe, a

movably mounted air retaining member in mounted member adapted to move said movseid cylinder, seid pressure adapted to yie1dably mounted member in a retracted direcingly force said movably mounted member tion.

in en advanced direction, in combination ANDRE/i/v J. BROOKINS. with means to suspend said movebly mount" Witnesses: ed member' 1n e determined position, seid CHARLES TURNER BROWN,

means to suspend comprising a rotatably B. S. BROWN. 

